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Experimental Investigation of an Airfoil with Multiple Dimples on the Upper

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Conference Paper · December 2017

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 Proceedings of the
International Conference on Mechanical Engineering and Renewable Energy 2017
(ICMERE2017) 18 – 20 December, 2017, Chittagong, Bangladesh

ICMERE2017-PI-237

Experimental Investigation of an Airfoil with Multiple Dimples on the Upper Surface

Mohammad Mashud1, Dipayan Mondal2 and Md Enamul Haque3

1-2
Department of Mechanical Engineering, Khulna University of Engineering & Technology, Khulna-9203,
Bangladesh
3
Faculty of Engineering, World University of Bangladesh, Dhaka-1215, Bangladesh
[email protected]*, [email protected], [email protected]

Abstract- It is known from recent observations that the modified surfaces play an important role in reducing the drag
force and increasing the lift force of a moving body. In this study, change in aerodynamic characteristics of an airfoil is
investigated by applying certain surface modification in the form of dimples. The considered modified surface has
inward dimples. Lift and drag of dimpled surface are compared with a plain surface. Dimples help in reduction of
pressure drag as vortex generator does when airfoil is at a certain an angle of attack. Dimples create turbulence in flow
which delays the boundary layer separation and reduces the wake and so the pressure drag is reduced. It also helps in
reduction of drag and increases in a lift with angle of attack. At a certain angle of attack, lift is increased and drag is
decreased. The angle at which maximum lift is found is called angle of stall or critical angle of attack.The airfoil profile
considered in the present study is NACA-0012 with uniform cross section throughout the length. Subsonic flows are
considered. Two wooden models are prepared with regular surface and dimpled surface. A subsonic wind tunnel (100 X
100 X 100 cm) is used to investigate the effect of using dimples over the airfoil surface. From the experimental
investigations, it has been observed that the flow separation on the airfoil can be delayed by using inward dimples on
the upper surface. Flow separation occurs after 120angle of attack for regular surface but 150 for the dimpled surface.
So, surface having dimples successfully controls the flow separation and increases the lift forces of an airfoil.

Keywords: Lift, drag, vortex generator, turbulence, boundary layer separation.

1. INTRODUCTION stream velocity. At the wall, i.e.,close to surface fluid

An aircraft is generally a machine that is able to fly by remain stationary and it happens due to viscous effect of
gaining the support of air [1]. when an aircraft is flying fluid. With increasing vertical distance velocity become
through the air, there are four aerodynamic forces are increase and viscous effect decrease[3]. At a certain
created due to the relative motion between the aircraft position velocity reaches to free steam velocity. In this
and air. These aerodynamic forces are lift, drag, thrust, reason is called boundary layer [8].
weight [1][2][4]. These forces are developed due to When fluid flows over a aircraft these phenomena is
pressure distribution and shear stresses over the body. occurred. But when an air craft flies with high angle of
The aerodynamic efficiency is lift to drag ratio which is attack then this layer is destroyed and flow separation is
the key parameter to determine the performance of the air visualized, which create higher pressure drag. So it is an
craft [5][6]. important topic to control the separation.
At present different kinds of surface modification are
being studied, to improve the maneuverability of the
aircraft. Vortex Generator is most frequently used
modifications to an aircraft surface. Vortex Generator
create turbulence by creating vortices, which delays the
boundary layer separation resulting in decrease of
pressure drag and also increase in angle of stall [7]. It
helps to reduce the pressure drag at high angle of attack
and also increases the overall lift of the aircraft. On
analyzing the airfoil, the aerodynamics present in the
dimple over the airfoil results in experiencing drag force
Figure 1: Aerodynamic forces on airfoil [1][2][3][4] smaller than the smooth surfaced ball [3]. In deep,
dimples delay the flow separation point by creating
A boundary layer is a thin layer of viscous fluid close to turbulent boundary layer by reenergizing potential
the solid surface of a wall in contact with a moving energy in to kinetic energy [5]. Modifying the aircraft
stream in which the flow velocity varies from zero to free wing structure by means of placing dimples will reduce
© ICMERE2017
the drag to considerable amount from the total drag and dimpled surface by Computer C Programming. Solid
helps to stabilize the aircraft during stall [4][7]. In this work Software- 2016 is used. The total number of
paper, effects of dimples as a conventional vortex is dimples is 25. The center to center distance of two
studied computationally, dimples are quite effective at adjacent dimples is 250mm.Dimples are made only in
different angle of attack and also can change angle of upper surface.
stall to greater extent [3][5].

Figure 2: Geometry and dynamic parameters of airfoil

[7][8]. Figure 6: Three-dimensional view of NACA 0012 with
dimples
2. DESIGN AND CONSTRUCTION
2.2. Regular and Dimple surface model
construction
2.1. Regular and Dimple surface model design
For performing the experiment an airfoil model needed
Using C-programming Language the regular surface
to be selected. All the experiment is carried out on
model was made. The chord length and wing span is used
NACA 0012 model. It is a symmetric model. Models are
for this experiment is 160 mm. The span length of the
made by wood. I have prepared two models by using
model relative to the chord length is an important
wood
parameter. Obviously, it should be made as large as
possible so that weight of model can be reduced. To
ensure the aerodynamic characteristics of the airfoil, it is
important that the trailing edge of the model have a sharp
edge form.

Figure 3: Constructed model with regular surface

Figure 5: Three-dimensional view of NACA 0012 without

dimples

With increasing angle of attack flow separation is

increased as a result drag increased. To reduce drag I
constructed with inward dimples. Due to some
difficulties and limitations it is not possible to design the Figure 4: Constructed model with dimple surface
© ICMERE2017
 and another end is connected with the sensor. Then the
I have designed NACA 0012 by following formulas surface pressure at different points is measured. By using
[4][8]. angle measuring instrument data is taken at a different
For NACA 0012 and unit chord length (c=1). angle of attack. For this experiment, NACA 0012 airfoil
Maximum wing thickness t= last two digit *%C surface has been selected for wing model construction.
=12*1/100 There are two types of models are prepared. One is a
=.12 regular surface model and another one is dimple surface
Distance from leading edge to maximum wing thickness model.
X1=second digit*10%C
=0*10/100*1 4. RESULT AND DISCUSSION
=0 this study, experimental analysis on NACA 0012 model
Maximum camber f = first digit*%c is done. All the experiment is carried out of two different
=0*1/100 surface model. They are a regular surface model and a
dimple surface model. Coefficient of pressure,coefficient
=0
of lift,coefficient of drag and lift to drag ratio are
As symmetric airfoil is used so maximum thickness compared with respect to angle of attack. The experiment
always found 30% of chord length from the leading edge is also done at three different velocities i.e. three different
and camber is also zero. Reynolds number. From Figure 8 to 12 coefficient of
pressure vs angle of attack
are shown. Here it is seen that at the leading such peak is
3. EXPERIMENTAL SETUP AND PROCEDURE
large and gradually increase in pressure through the
The wind tunnel of suction type with an axial flow fan
trailing edge. The dimple surface has slightly been
driven by AC Motors is used for the study. The subsonic
suction peak than regular surface. For both model at
tunnel has 1m x 1m rectangular test section. The wind
zero-degree angle of attack, pressure variation is found
tunnel could be operated at different speeds by changing
symmetric as the model is a symmetricmodel . The
motor speeds. For three constant motor speed of the wind
suction peak also increase for the both model with
tunnel, the difference of the inside surface pressure of
increasing angle of attack. After such peak boundary
wind tunnel and the surface pressure of the model was
layer is developed from the leading edge to trailing edge
measured. So finally, the static surface pressure at
that is why pressure slowly increased. After the
different points on the surface of the model was obtained.
analysing the coefficient of pressure curve it is clear
about flow separation . For Re=3x105 and for 50 and 100
degree angle of attack flow remains attached . But at 120
degree angle of attack Cp suddenly increase in regular
surface and then almost constant. So, separation is
occurred here but still now flow is attached
fordimplesurface. At 150 angle of attack, flow separation
is found for both surface model. And 18 0 angle of attack
huge separation is found for both models.
So it is clear that surface having dimple successfully
controls the flow separation. Figure 13 to 14 , Lift
coefficient and drag coefficient is shown with respect to
Figure 7: Schematic diagram of wind tunnel test section angle of attack. Here it is seen that CL and CD are affected
by angle of attack. Lift is increased until certain angle
A small size model is appropriate to examine the then decrease. This phenomena si called stall phenomena
aerodynamic characteristics for the experiments. To and angle at which lift is maximum is called stall
examine the aerodynamic characteristics of a large model, angle .Coefficient of drag is also increased with
a large wind tunnel facility is necessary for testing or increasing angle of attack and after the stall angle , drag
inflatable wing must be drastically scaled to match with is dramatically increased . But due to delayed separation
usual wind tunnel size violating the Reynolds number maximum is found at 150 angle of attack for dimple
analogy requirements. Furthermore, it would be difficult model on the other hand 120 angle of attack for regular
to support the inflatable wing a desirable attitude in these surface model.
wind tunnel experiments. Since the vertical part of the For dimple surface model coefficient of lift and
aerodynamic force produces the lifting forcenecessary to coefficient of drag variation is investigated at different
suspend the load. The model was placed in the middle of Reynold’s number which is shown in figure 15 to
the test section supported by the flat iron bar. Surface 16 .Here is seen that with increasing Reynold’s number
pressure is measured with the sensors those are placed there is no change in coefficient of lift except at the point
into a box outside the wind tunnel. About 1cm interval of stall. With increasing Reynold’s number stall angle of
the of the model is drilled through 3mm diameter and attack is slightly increased and coefficient of lift is also
vinyl tubes of small diameter are placed inside the drilled increased. Coefficient of drag is also decreased with
holes. One end of the tube is at the surface of the model increasing Reynold’s number because friction is
© ICMERE2017
decreased with increasing velocity. -1.5
-2

CO-EFFICIENT OF PRESSURE(CP)
-1
CO-CFFICIENT OF
-1
PRESSURE(CP)
-0.5
-1
0 0.2 0.4 0.6 0.8 1 1.2 0 0.5 1 1.5
0 0

1 X/C
0.5
1 X/C
1
2
1.5
Cpu regular Cpl regular Cpu regular Cpl regular
Cpu dimples Cpl dimples

Figure8: Co-efficient of pressure Vs Distance at 50 angle of Figure11: Co-efficient of pressure Vs Distance at 150
attack angle of attack

-1.5
-1.5
-1

CO-EFFICIENT OF
-1

PRESSURE(CP)
CO-CFFICIENT OF

-0.5
PRESSURE(CP)

-0.5
0 0.2 0.4 0.6 0.8 1 1.2 0 0.2 0.4 0.6 0.8 1 1.2
0 0

0.5 X/C
0.5 X/C
1
1
Cpu regular Cpl regular 1.5
1.5 Cpu regular Cpl regular
Cpu dimples Cpl dimples

Figure12: Co-efficient of pressure Vs Distance at 180

Figure9: Co-efficient of pressure Vs Distance at 90 angle angle of attack
of attack

-1.5

-1
0.8
CO-EFFICIENT OF
PRESSURE(CP)

-0.5 0.7
0 0.2 0.4 0.6 0.8 1 1.2
CO-EFFICIENT OF LIFT(CL)

0 0.6
0.5
0.5
X/C 0.4
1
0.3
1.5 Cpu regular Cpl regular 0.2
Cpu dimple Cpl dimple
0.1

Figure10: Co-efficient of pressure Vs Distance at 120 0

angle of attack 0 5 10 15 20
AOA
CL Regular CL Dimple

Figure 13: co-efficient of lift Vs AOA

© ICMERE2017
 with increasing Reynolds number the co-efficient of lift
0.25
is slightly increased on the other hand co-efficient of drag
CO-EFFICIENT OF DRAG(CD) 0.2 is decreased.
Generally adding dimple on the airfoil is very
0.15
convenient because it can change the aerodynamic
0.1 characteristics. The following conclusions have drawn
0.05 from the work:

0 a) Dimple act as a vortex generator. When air flows

0 5 10 15 20 through dimple shape body, it enters into the dimple
AOA
CD Regular and that is why small separation bubble is formed.
So, boundary layer undergoes a transition from
laminar to turbulent. This phenomenon helps to
Figure 14: co-efficient of drag Vs AOA delayed separation and so lift is increased and drag is
reduced.

b) Modified surface creates turbulence which delayed

dimple surface the boundary layer separation and so pressure drag is
1 decrease and also increase angle of stall.
0.8
0.6 c) Dimple also act as a energy retainer’s it helps to
Cl

0.4 reform the boundary so separation is delayed.

0.2
6. ACKOWLEDGEMENT
0 The authors wish to express gratiude for the financial
0 5 10 15 20 and kind supervision of this research by Dr. Mohammad
AOA Mashud, Professor, Department of Mechanical
Engineering of Khulna University of Engineering &
Technology(KUET). Khulna-9203, Bangladesh.
RE 3x105 RE 3.7x105 RE 4.5x105
7. REFERENCES
Figure 15: Cl Vs AOA at different Re [1] John Anderson, J.R, “Introduction to Flight”, Third
Edition Graw-Hill International Editions,
Aerospace Science Series.
dimple surface
[2] IzzatShahin and AdemAcir, 2015, “Numerical and
0.25 Experimental Investigations of Lift and Drag
0.2 Performances of NACA 0015 Wind Turbine aero
0.15 foil”. International Journal of Materials, Mechanics
Cd

0.1
and Manufacturing, Vol. 3, No.1, pp 22-25.
0.05
[3] Dr. Mohammad Mashud, “Role of partially dumpy
0 surface to control the flow separation of an
0 5 10 15 20 airfoil”,ARPN Journal of Engineering and Applied
AOA Sciences,Vol.7,No.5,May,2012.
RE 3x105 RE 3.7x105 RE 4.5x105
[4] OnurYemenici, “Experimental Investigation of the
Flow Field Around, NACA0012 Airfoil”, Vol 2 –
Figure 16: Cd Vs AOA at different Re
Aug-2013.
5. CONCLUSION
In the present work, aerodynamic characteristics have [5] E. Livya, G. Anitha, P. Valli, “ Aerodynamic
been evaluated for symmetric NACA 0012 aero foil. The Analysis of Dimple Effect on
pressure co efficient, the co-efficient of lift, the co Aircraft Wing”, World Academy of Science,
-efficient of drag, the lift to drag ratio is investigated in Engineering and Technology
the experiment and compare with modified surface. Due International Journal of Mechanical, Aerospace,
to dimples on upper surface of airfoil it has been seen that Industrial, Mechatronic and Manufacturing
flow separation is delayed. The lift has been increased Engineering Vol:9, No:2, 2015.
about 13% and approximately 21.6% drag has been
reduced and model with dimples gives best lift to drag [6] Xiao Yu Wang, Sooyoung Lee, Pilkee Kim and
ratio than regular surface model. The experiment is JongwonSeok, “AERODYNAMIC EFFECT OF 3D
performed at different three speeds. And it is seen that PATTERN ON AIRFOIL”, School of Mechanical
Engineering, College of Engineering, Chung-Ang
© ICMERE2017
 University, Seoul, Republic of Korea

[7] Huang, R.F. and Lin, C.L., “ Vortex shedding and

shear-layer instability of wing at low-Reynolds
numbers”,AIAA Journal, Vol. 33, No. 8, pp.
1398–1403, 1995.

[8] B. Raghava Rao, 2Rangineni Sahitya, “Numerical

And Experimental Investigation of The Flow Field
AroundNACA 0012 Aerofoil”, International
Journal on Theoretical and Applied Research in
Mechanical Engineering (IJTARME)

8. NOMENCLATURE

Symbol Meaning
CP Co-efficient of Pressure
CL Co-efficient of Lift
CD Co-efficient og Drag
t Wing Thickness

© ICMERE2017

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